EP0523579A1 - Openable end wall for a closed double-deck railway wagon - Google Patents

Abstract

The invention relates to an openable end wall for closed double-decker railway wagons, in particular for transporting cars, a lower loading plane (1) being arranged below the buffer level and the headstock (4) of the railway goods wagon bearing the draw and buffer gear can be lowered for end-side loading and unloading. The object of the invention was to provide a double-decker closed railway goods wagon for transporting cars, in particular passenger cars, in which the entire train configuration can be preserved for loading and unloading and a head ramp merely has to be moved in front of an end wagon. This object is achieved in that a door (7) is swivellably mounted on the headstock (4) in the transverse direction of the wagon and is supported in its vertical position closely against end wall posts (8) of the wagon body and in its horizontal swivel position with its free end on the buffers, in that above the door (7) a vertically divided swivel door (10) which is provided there with hinge joints (12) is mounted in a horizontally swivellable fashion above the door (7) on each end wall post (8), and in that, on the inside of the outer part (10a) of each swivel door (10), a drive-over plate (16) is arranged at the level of the upper loading level (2) so as to be swivellable about a horizontal axis. <IMAGE>

Description

The invention relates to an openable end wall for closed double-decker railway freight wagons, in particular for the transportation of automobiles, a lower loading level being arranged below the buffer level and the head piece of the rail freight wagon carrying the pulling and pushing device being able to be lowered for the front loading and unloading.

For the transportation of passenger cars, double-decker open rail freight cars are known, the lower loading level of which is below the buffer level. In order to unload this lower loading level via the open end wall, the loading level in the area of the head sections of the rail freight wagon is provided with an incline, via which the automobiles via the pulling and pushing device of the rail freight wagon either via ramps attached close to the head pieces or overriding flaps projecting over the buffers are movable. Such rail freight cars are known for example from DE-OS 25 01 036 or DE-AS 24 23 322.

The upper loading level of the rail freight wagon either has at its longitudinal end an area that can be swiveled onto the ramp flaps or the ramps, or the upper loading level can, as described in DE-AS 24 23 322, be lowered overall to the lower loading level. These rail freight wagons have the disadvantage that the automobiles to be transported on them are unprotected from external influences and, as can be seen from practice, can be damaged very easily.

Closed rail freight wagons of the type mentioned at the outset are also known, for example from DE-OS 22 41 601, the loading space of which can be closed on all sides and in which the automobiles to be transported are protected during transport. A disadvantage of these previously known rail freight wagons is the loading and unloading via side wall doors, which either require pivoting loading platforms within the rail freight wagon or special loading and unloading devices on the stationary unloading system.

Closed rail freight wagons of the type mentioned at the outset are also known in practice, in which loading and unloading takes place via bulkhead doors. In these rail freight wagons, doors are provided that are vertically divided in the middle and hinged on the side corner posts of the rail freight wagons via hinges or a pivoting device, which are closed during travel and can be opened for loading and unloading the vehicles. A disadvantage of these rail freight wagons is that the train set is released for loading and unloading the vehicles and each individual rail freight wagon must be driven in front of a ramp for loading and unloading.

The object of the present invention was to create a double-decker, closed rail freight wagon for the transport of automobiles, in particular passenger cars, in which the entire train set for loading and unloading can be retained and only a head ramp has to be moved in front of an end car.

This object is achieved according to the invention in that a flap is pivotally mounted on the head piece in the transverse direction of the wagon, which is supported in its vertical swivel position tightly against the front wall posts of the wagon body and in its horizontal swivel position with its free end on the buffers that above the flap on each end wall post a vertically divided and there provided with hinge joints is pivotally mounted horizontally and that on the inside of the outer part of each pivoting door a pivotable drive flap is arranged at a height of the upper loading level. According to the invention lies in the driving position of the rail freight wagon with the head piece raised, the free end of the flap close to the swing doors. Advantageously, a rail freight wagon is created by the invention, which is closed on all sides in the transport position and in which only the head pieces have to be lowered and the front flaps and swing doors have to be opened for loading and unloading in a closed train set. In the driving position, the rail freight wagon is closed on its front wall in the lower area by the vertical flap and in its upper area by the swing doors. For loading and unloading, the head pieces are lowered and the flaps are pivoted onto the buffers in a horizontal position. As a result, the lower loading level of the entire train set can be used continuously. Individual wagons do not need to be removed from the train set. To load and unload the upper loading level, it is advantageous to only open the swing doors while the train set is also closed and to pivot the drive-over flaps mounted on the swing door into their horizontal position. The upper loading level is then also continuously accessible in the area of the entire train set.

According to the invention, the drive-over flaps are advantageously folded up when the swing door is closed and locked on the swing door. Furthermore, the drive-over flaps are advantageously pivotable into a horizontal position and can be locked there when the swing door is open, the top of the drive-over flaps lying in the horizontal position in the same plane as the upper loading level of the railroad car.

Details of the invention are explained using an exemplary embodiment in the drawing.

Figur 1

die Stirnansicht eines Eisenbahngüterwagens mit der öffnungsfähigen Stirnwand gemäß der Erfindung, ½ mit geöffneter Stirnwand und abgesenktem Kopfstück,

Figur 2

den Schnitt nach Linie II-II der Figur 1 um 180° gedreht,

Figur 3

den Schnitt nach Linie III-III der Figur 1.

Show it

Figure 1

the front view of a rail freight wagon with the openable front wall according to the invention, ½ with open front wall and lowered head,

Figure 2

the section along line II-II of Figure 1 rotated by 180 °,

Figure 3

the section along line III-III of Figure 1.

The closed railway freight wagon shown in the drawing shows a lower loading level 1 and an upper loading level 2. The head 4 of the rail freight wagon carrying the pulling and pushing device (buffer 3) is articulated in a height-adjustable manner on the front side of the underframe 5 of the rail freight wagon via known means, not shown in the drawing. On the head piece 4, a flap 7 extending over the entire width of the head piece 4 is pivotally mounted about a horizontal axis 6 and, in its vertical swivel position, lies laterally tight against the end wall post 8 of the rail freight wagon. In its horizontal pivot position, the flap 7 with support feet 9 is supported on the buffer 3.

Above the flap 7, which is in the vertical pivoting position, a vertically divided pivoting door 10 is mounted on each end wall post 8 so that it can be pivoted horizontally via hinge joints 11. The flap 7 lies in the vertical pivot position with its free long side close under the swing doors 10. The swing door parts 10a and 10b of the swing door 10 are pivotally connected to one another by hinge joints 12. On the outer swing door part 10a and the inner swing door part 10b of the swing door 10, latches 13 are arranged on the outside, which lock the swing door 10 in its closed position at the top on the front wall belt 14 of the rail freight car and at the bottom on the underside of the flap 7. On the inside of the outer pivot door part 10a is mounted a pivotable flap 16 which can be pivoted about a horizontal axis 15 and which can be locked in its vertical pivoting position on the inside of the outer sliding wall part 10a and which in its horizontal pivoting position forms an extension of the upper driving level 2 of the rail freight car.

When the rail freight wagon is in the driving position, its end wall is completely closed at the bottom by the flap 7 and in its upper part by the pivoting doors 10. To open the front wall and to load or unload the rail freight wagon, the locks 13 of the swing door 10 are released and the swing door parts 10a and 10b of the swing door 10 are pivoted into a pivoting position parallel to the long sides of the rail freight wagon. The drive-over flap 16 is then pivoted into its horizontal pivot position manually or with mechanical or hydraulic support and locked there. After releasing the lock 17 of the flap 7 from the end wall post 8, the flap 7 is also in its horizontal pivot position on the buffer 3 pivotable. Then the head piece 4 of the rail freight wagon can be lowered mechanically or hydraulically to such an extent that the top of the flap 7 lies approximately at the level of the lower loading level 1 of the rail freight wagon. Differences in height between the lower loading level 1 and the upper side of the flap 7 are compensated for by a drive-over plate 18 arranged on the head piece 4.

When the train set is closed, the head pieces of two freight wagons standing in front of each other are lowered at the same time, so that the train set does not have to be released. The flaps 7 extending the lower loading level of two adjacent rail freight wagons are so close to one another that problem-free driving over by the automobiles to be loaded or unloaded is guaranteed. The drive-over flaps 16 of the swing doors 10 are also dimensioned such that when the swing door 10 is open, the drive-over flaps 16 of two adjacent rail freight wagons are so close to one another that continuous driving on the upper loading level of adjacent rail freight wagons is reliably ensured.

Claims (4)

Openable end wall for double-decker closed rail freight wagons, in particular for the transport of automobiles, a lower loading level being arranged below the buffer level and the head piece of the rail freight wagon carrying the pulling and pushing device being lowerable for front loading and unloading, characterized in that on the head piece (4) a flap (7) is pivotally mounted in the transverse direction of the wagon, which is supported in its vertical swivel position tightly against the end wall posts of the wagon body and in its horizontal swivel position with its free end on the buffer that above the flap on each end wall post (8) vertically divided pivot door (10) provided with hinge joints (12) is horizontally pivoted and that on the inside of the outer part (10a) of each pivot door (10) a drive-over flap (16) pivotable about a horizontal axis at the level of the upper loading level ( 2) is arranged. Openable side wall according to claim 1, characterized in that in the driving position of the rail freight wagon when the head piece (4) is raised, the free end of the flap (7) bears close under the pivoting doors (10). Openable end wall according to claims 1 and 2, characterized in that when the swing door (10) is closed, the drive-over flap (16) is locked up on the swing door (10). Openable end wall according to claims 1 to 3, characterized in that the drive-over flap (16) can be pivoted into a horizontal position and locked there when the swing door (10) is open, and the top of the drive-over flap (16) in the horizontal position in the same plane as the upper loading level (2) of the rail freight wagon.

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